Infinitely variable torque converter



wQD. WATERMAN yIFINITEHlfY VRIIABLE TORQUE CONVERTER June 3, 1941.

Filed Nov. 1, `1938 INVENT OR.

V1. 5w... .s

wALDo D. WATEHMAM ATTORNEY.

a 6 Sheets-Sheet 2 I June 3, 1941. w. p. WATERMAN INFINITELY VARIABLE TORQU CONVERTER Filed Nov. 1,1958

ATTORNEY.

June 3, 19.41. w. D. WATERMAN INFINITELY VARIABLE 'PORQUE 4C(I)NVERT1`JR Filed Nov. 1, 1938 6 Sheets-Sheet 5 'INVENTOR WALDO D. WATERMAN ATTORNEY.

June 3, 1941. -w D, WATERMAN 22,243,928.

INFINITELY VARIABLE TORQUE CONVERTER Filled Nov. 1 193s v e sheets-sheet 4 INVENTOR .WALDO D. WATERMAN.

ATTORNEY f June 3, 19441.` w. D. WATERMAN `INFINITELY VARIABLE TORQUE CONVERTER `6 Sheets-Sheet 5.

Filed NOV. 1, 1958 RM mw E W. D. O m w W. D. WATERMAN INFINITELY VARIABLE TORQUE CONVERTER 6 Sheets-Sheet 6 Filed Nov. l, 1938 -7 Eco/v n@ 62-62.

INVENTOR. f WALDO D. WATERMAN.

ATTORNEY.

Patented June 3, 1941 UNITED STATES .PAT-ENT @Fmt INFINirELY VARIABLE 'roRQUE i GQNVERTER Waldo Dean Waterman, Santa Monica,vCalif. ppl-ication November 1, 1753.8, Serial No. a2 'l8`,221 aoisims. (CLM-114) My invention relates to an innitely variable torque `converter mechanism. y This mechanism is adapted to `convert torque from any source of power and convert it at any ratio of speed torque servicepower' absorption within the normallimits of the original power appliedvto the mechanism. The ratios of the changing speed transformation of conversion may be adjusted manually or becontrolled automatically by the mechanism itself asis explained in detail Vherein.

' Thefmain object of the invention is to make itpos'sible` to obtain whatever particular-ratio ofy speed conversion -fdesirable or efficient between a :power supply input. and a power absorption takeoff. A y n ,f

:The use of the mechanism is not limited to any special service. It is particularly applicable to theautomotive field in that it is adapted to 'replace `ithefc'lutch, transmission, over-drive, bevelgearing and differential commonly used in motor car construction and the drawings and descriptions of this application 'relater-directly 'to automotive service. l f l n' Some `of theadvantages to be gained by my invention as applied' to automotive engineering, are that the optimum ratio ofrrotation between thefsource ofi power and the driven? wheels for any given Vdriving condition will materiallyl increase the efficiency ofthe vehicle.' This will 1 result in the saving of fuel and the general Wear and tear of the vehicle. Increased acceleratioiis will result in a vehicle of more economy andl higher performance of a given horse-'power and i weight or will make it possible'to build `a vehicle of equal performance with a smaller and-'lower horse#powerlengine.` Anotherl advantage is `that ltherefwill 'exist a' continuous iiow of power between the engine and the drivenwheels `'even when the change of ratiois taking place,thereby Veliminating the present necessity of discontinu- VThe elimination ef the clutch, transmission,

l over-'drive,- beveled` gearing, and f differential,

which have become standard in motor car practice, and the'substitution thereof of my inven- 'tion'w'ill reduce production costs and weight, as device` is less expensive to build and lighter Athan the-partswhich it will vnormally eiinriina-te;y Y Th'eoperation of aumotorv vehicle with my in-I vention installed therein will be greatly simplified. AIf itis arranged Vtooperate automatically, the driver has but one controlto operate,.unless it is desiredk to reverse the vehicle.H `llihenthe engine is -started and permitted to idle the ratio hequals innity-to-one.- As the speedsof themengine is increased by depressing the engine throttle or accelerationpedalfinnitybecomes a finite quantity; and therefore, torque is'applied tothe rear wheels. The device may beso built that the application of torque .may start at lanyv. speed Yabove the normal engine idling speed@ .Three de- `'each otherY in such a manner that for aeiven power input a given ratio is obtainedidependent upon the .torque load on the driven wheels. The

`device nust of necessity be designed so that its linkages, spring tensions',V and balancing counterfifeightsV are most suited for the particularftype oirinstallation which is used, the principalv lgoverhihg fators being the horse-power and Speed ofthe'power supply and the torque and Speed ranges desired of the driven wheels. It maybe "readily" seen that the operation of a vmotor vehicleV incorporating such a device, Vvv'duld only entail" the proper foot pressure on thev throttle I control or accelerator .izxdalV to obtain any desired performance" of the vehicle from a Astandstill t'o "its" maximum speed;fwhether or not the vehiclewasben'g operated 'on' a level, downhill', o'r' an upgrade, the maxirriuin'-angle of "which was the limit VofA the 'climbing capabilities "of the vehicle. The only thing necessary for the operator to do't'o vdiscontinue torque application "to the driveriwheels is to close .the engine throttle" byreleasing Athe foot pressure on the accelerator pedal. lhisreduces the engine speed Ato idling, under which condition the ratio 45' immediately becomes innityeto-one. i

A'small 'three' position control lever is provided for forward,Y neutral' and reverse conditions.

' It is not necessary to use the neutral position unlessit is desired to accelerate the `enginel above normal ridling 'speedY Whilestating'onwarming it up preparatoryto vehicle operation. To re# verse the car, it is only necessary to move the the variable speed ratios.

ward position when it is desired to operate the car in the normal forward direction. The device as described will greatly simplify automobile operation in that no intelligence or eiort on the part o'f the operator, other than exerting the proper pressure on the accelerator or throttle foot pedal, is required, as selecting the proper ratio between the engine and the driven wheels is automatic.

My invention also contemplates a manual control of the ratio between power supply input and power take-off, contemplating that there may be some applications in the use of my invention in which it is desired that the automatic factors are substituted for a control by the operator. There are several ways that this may be accomplished. It is not contemplated that the invention be limited to the control methods shown. It consists of a small electric motor sogeared to the control ratio adjustment that a rotation of the electric motor in one direction will increase the ratio, and the rotation in the opposite direction will decrease the ratio. This motor is controlled by a switch having three positions: one for the direction of rotation causing a ratio increase, one for the direction of rotation causing a ratio decrease, and an off position for maintaining a constant ratio. The manipulation of the switch will therefore give or maintain any desired ratio within the limits of the mechanism.

Means are also provided for increasing or decreasing the tension of springs tending to Yoffset Athe'centrifugal force of the balance in the coundesire.

A 4means is also provided which may or may not be used as is desired for a control of the power input supply to be regulated by the torque of the driven shafts and so arranged that any variation of torque which may be desired for the particular installation for Which the mechanismI is used.

Unlike many types of similar mechanisms this invention provides for a means of statically .balancing of its moving parts, no matter what the Adegree or condition of motion may be;

This should be considered one of the principal features yof this invention in that the mechanism has been purposely so arranged that perfect balance may be acquired thru the entire range of The balancing masses of the main oscillating member at the same time contributes to the centrifugal forces of rotation which operates in opposition to the torque drawings in which frame supporting members or casings are not shown for the purpose of clearness of illustrating the active mechanisms in which the invention resides, assuming that as to frame supporting members and casings, these are special Y tothe particular installations that at any time may be made, and therefore such fixed member Although there is considerable amount `ratchets onthe driven axle and their connecting,

parts are almost entirely eliminated in the drawings.

Fig. 1 is diagrammatical sectional elevational View, partly in section on line 52-52 of Fig. 2, longitudinally of the vehicle, extending from the engine drive shaft D to and across the rear axle A of the vehicle.

Fig. 2 is a plan partly in section of what is shown in Fig. l.

Fig. 3 is a sectional elevation on substantially the same section as that of Fig. 1, but showing a modied form of mechanism.

Fig. 4 is a perspective view of the mechanism showing parts from the drive or engine shaft D back to and including the connections of the rear axle of the vehicle.

Fig. 5 is a perspective view looking from the engine drive shaft D back over mechanism shown in Fig. 4.

Fig. 6 is a diagrammatical elevation showing thespeed change mechanism when the same is controlled by the operator thru electrical means.

Fig. 7 is an elevation of a modified form of parts shown in Fig. 1 and in similar positions to those In this Fig. 7 the centrifugal forces introduced in yoke Y and its attachments may be added to or caused to function through diierent positions of Y in a different or variable magnitude by the addition of yoke arms 53 and counterweights 52 which are connected by gears 54, 55 and 56 or other suitable connections to yoke Y. As shown in Fig. '7 the portion L' has additional bearing holes for pins 5'! which carry the attachments to the two counterweights 52. Fig. '7 is a section of line 62-62 of Fig. 8. Fig. 8 is a plan view but on a smaller scale than that shown in Fig. 7.

Fig. 7 is a similar view to that of Fig. 1 but showing modified changes and Fig. 8 is similar to that of Fig. 2 showing the changes as indicated by Fig. 7.

Fig. 9 is a sectional View indicating pumps for pumping liquid for a pumping conversion of reciprocating elements to rotary movement in place of ratchet conversion shown herein.

In the drawings the source'of power is indicated by the shaft D which may be driven by any power producing means, and in these drawings the shaft D is the engine shaft of the vehicle. The power absorbing element from the mechanism may be any suitable power receiving mechanism, and in the case of these drawings that mechanism is `indicated as the rear or driving axle of an automotive Vehicle indicated by A, except in Fig. -9 which shows a means of producing power hydraulically.

The torque converter mechanism involves the use of what is known as wabble member W so tions of the wabble plate W are transferred in rotating torque power which is absorbed by the axle A.

This mechanism as here shown is arranged for a vehicledrive and is so constructed and arranged that no power will be transmitted to driven member, being the axle A, until a given idling 'speed oi the engine or drive shaft D goes above a set rotating speed, which set speed is adjustable and .which is described to be slightly above Zero.

,assenze .may be controlled .by the driver or operator, and .afterthe speed of the shaft D goesabove thesaid speed. The rate of the rotationof the axles A is controlled by the combinationiof the engine or lpowerinput speedand the torque resisting rotation of axlesA.

In Athe drawings Figs. .1 and 2 the shaft D `.indicates the Vpower .supply or .engine drive mounted in any suitable bearing base member O'. The drive shaft member D terminates in an enlarged transverse bearing portion Lin whichis' mounted .a transverse shaft or king pinK.

LUpOn the transverse shaft K there is fixed ,a

.yokezblock Y havingoppostely opposed arms extending towards and .I over the endof power shaft-D, and straddling over the framemember O' and terminating .ina primary set of ,counter balancing balls B. The said arms and balls B are arranged to act as a singleunit by theoonby; b all bearings 32 thewcbbler plate member W.

. Thus the unit Wis supportedand carried by the shaft Dthrough themediumo the yoke .shaft 3l of the yoke Y.

In Fig. 1 the yoke Y, and ythe mechanisms carried thereby, are shown at` the .maximumangle BIL about the shaft K from the center line 46 of the shaft D, and center lineAI of yoke Y. Any

excess of angle 6?- is prevented by stops .Hand I suitably fixed to the `portion L oi shaft` D.

When the engine or `power, D is ,idle or running rattan idling. speed not driving the vehicle, the

angle. 50 iszero.

Under some conditions it may be desired in practice to cause the zero angle position` of 60 If this bethe case there is provided a small projection I', under the stop I which prevents theangle 5U from becoming ,exactly zero.

The zero position of the `parts as relates to the anglell is heldin place by any suitable means and is hereshown, as relates to Figs. 1 to 5 inclusive and Figs. 7 and 8, controlled vby spring 4tension..and in Fig. 6 by positive mechanism controlled by electrically operated .mechanism controlled bythe driver or operator.

Means are provided whereby theoperatormay .manually control the tension of the said spring means altho some installations may find .it vde- Yof .the spring S is connected to a flexible .mem- .ber .trained over sheaves 53 and extending to the regionof .the driver or operator andcontrolled by apedal 5I or other suitable means.

' In thernodied form of Fig. 3 the spring S is lnot shown as controlled directly by the operator, but the spring controlling means ofthe other yiigures may be adapted to this `Fig. 3 construction.

`'The electricalcontrol for the mechanisms that --move inthe angle 6D, see Fig.. 6, is composed of an electric motor I wired so that it may be run in either direction. A worm gear 2 is geared to .be driven by the motor I and engages arack gear 3 .rigidly attached. to. yckexY. whereby the-motor .hinged together.

may move the `yoke Y through the angle 6D, as

.desired .by the operator, .by means of suitably controlling switches.

The motor I is controlled bythe electrical `contact brush 5 producing rotation of the motor in one direction but the contact brush 6 producing rotation of the motor in the opposite direction.

`The :brush 5 is in electrical contact with commutator ring 1 4and brush 6 is in electrical contact with commutator ring 8.

Ringszl. and-8. are mounted rigidly to the fixed .frame member O' and electrically insulated from each other and their attachments.

Wire Ii), connects commutator ring 'i' toV pole I2. Wire 9 connects commutatorring'to pole il. A switch I Smay swing to contact either pole l I or I2 or neither .asdesired The switch I3.is connected by .wire I4 to power supply source I5 the other side of which is .grounded 'at I'I inthe base frame member O completing the circuit through the base ofthe electric motor I.

By movement of switch I3 the motor may be made to moveas desired to change the angle Eil as .before described `andto hold the parts involved to thedesired form required.

AThe motor I and its associate electrical connections maybe mounted in operative position in any suitable manner and is here shown mounted as follows.

The motor I is attached to bracket Il to bearing portion L of shaft D.

An arm 26 provided with a counterweight 21 is l fixed to. projection L for balancing the weight of the electric motor and its attachments as the same is revolved about the center line of power supply shaft D.

.The other mechanism shown in Fig. 6, not above described, are described in rotation. to the modified form shown by Fig. 3.

The wabble. member W carried on the shaft 3I` as described does not revolve as a body and is prevented from revolving bodily by hinged mechanisms connected to the member W and extending to-xed connection tothe frame body( The member W, see Fig. 1, is provided with a projection 6I into which is hinged a stern 34 having a ball connection 34 to a socket 35 of the torquearm 36.

The other end of this arm 36 is connected to the frame structureindicated by O', see Figs. 2 and 4, thruy .the medium of ball or universal joint 38 on the end'of arm 35 held in hinged relation to O by means of a socket 31.

This connection is made for the purpose of furnishing an auxiliary control to the power source which will be varied with `the torque load on 1W if desired. A spring 39 is interposed between a shoulder on arm 35 and socket l. rIhe .movement of this spring connection controls lever position 4i) hinged to arm 36 and lever position 4I hinged to socket 31, i0 and lil being Attached to 4i) is rod 12, and attached to 4I is casing 43, thru which rod 42 passes, which may in turn be suitably attached to any suitable means of power input control. It may be vvseen that any variation of torque in wabble plate W will cause a variation in the end load of 36 which in turn will vary the length of spring 3i) causing the anglel between 4i] and 4I to change, which in turn will cause rod ft2 to slide within casing 43, thereby supplying a means of control to the power input supply which will be .variedv asthe torque. load. .onwabble plate -W .varies The wabble plate W is provided with four equidistantly arranged ball joint members E, or other suitable connections, see Fig. 5, connected in any suitable manner to sockets J on the ends of the connecting rods C extending back to driving ratchet mechanisms on the rear axle A.

In the modified form as shown by Fig. 3, the shaft D and its projection L and shaft K are substantially like the structure of Fig. 1. However there is fixed to the projection L rigid arms M and N and to the arm N there is fixed one end of a spring S. The other end of the spring S is fixed to a stop 32 fixed into yoke Y. In Fig. 3 the yoke Y has a single central projection 63 into which the stop 62 is fastened and this stop 52 abuts against the arm M and limits the angle of movement about the shaft K in this'direction and a stop H on arm N limits the rotation of yoke'Y in that direction being, as it were, the neutral or zero position of yoke Y in this. form.

On the end of the projection 63 of yoke Y there is a joint P connected to a fulcrum pin F mounted to slide and rotate in an aperture of a modified forni of wabble plate W.

This wabble plate is on a ball or universal joint U on a shaft Z held in the frame member O. The joints J and connecting rods C in the form of Fig. 3 are substantially like that of the other figures.

The modified construction as shown by Figs. 7 and 8 varies from the other' gures in that the previously described figures show mechanisms which depend entirely upon the mass of yoke Y and its attachments to produce the centrifugal forces of rotation which in turn causes the increase in angularity of angle 50 from its lowest to its highest degree.

In Figs. '7 and 8 additional masses of weights are provided to produce additional centrifugal forces by rotation into the yoke Y and its attachment by gearing or other suitable means. Additional secondary counterweights 52 are attached to a part of yoke arms 53 which are fixed to and hinged to the yoke block Y by means of the pin shafts l which in turn are carried by the lug portion L' which also carri-es the king pin transverse shaft K.

In Figs. l to 6 the bearing L takes the place of the lug portion L of Figs. 7 and 8. This lug portion L has a transverse bearing in which is mounted the transverse shaft K. Additional bearings in portion L are provided for cross shafts 5l as shown by Fig. '7 and Fig. 8. Arms 53 to which are attached secondary counter weights 52 and these arms are xed to cross shafts 51. Inter-meshing gears 54 and 55 are fixed upon cross shafts 51 arranged to rotate the said shafts in unison. Gears 55 are xed on shaft, K and the gears 56 inter-mesh With the gears 54 whereby shafts 57 and the shaft K, all three of which move in unison through the medium of said gears.

The yoke Y of Figs. l, 7 and 8 are xed on the transverse shaft K and thus the said yoke with its yoke shaft 3|, as it rocks in angular motion about theV shaft' K results in moving angularly the primary counterweight balls and also the secondary counterweight balls in relation to the axis line 46 of the drive shaft D.

It may be seen that as counterweights 52 move away from center line 46 the angle formed by shaft 3| and 45 will increase. At the same time the center of counterweights B swings away from line 45. Stops I-I and Iare shown in the form of pins rigidly imbedded in lug portion. L at such a position that gears 55 and 55 will come in contact with them at such a position where limit stops may be desired.

Pins or lugs 59 are attached to yoke arms 53 for the purpose of anchoring spring or springs 58. These springs are used to restrain any centrifugal force of counterweights 52 at speeds of rotation of D below that which it is desired to .cause an oscillation of wobble plate W. They also may serve to eliminate back lash between .gears 54 and 55. Figs. 7 and 8 also show an additional suitable means of attaching connecting rodsA C to wobble plate W by the use of selfaligning ball bearings in place of ball and socket joints shown in Figs. 1 to 5.

For a better understanding of the parts last above described relating to what is shown by Figs. 7 and 8, being a modified form, the followingexplanation is made.

The movements of secondary counterweights 52 'about their supporting shafts 5l are synchronized with the movements of the counterweights B on shaft K since shafts 5i are parallel to shaft K. This synchronizing movement of both sets of weights is brought about by the gear connections 54, 55 and 56, which cause both sets to always move jointly from any cause in the functioning of the apparatus. The primary counterweights 'B are iixedly supported by the shaft K and are mounted to straddle as it were the frame support O and also the axis of the yoke shaft 3| and they are mounted in a plane passing through a plane of the axis of the said shaft 3| and those balls are asunder from each other and do not move in relation to each other.

The secondary Weights 52 are also mounted to straddle the frame member O and the center line 46 of the drive shaft D and they also straddle as it were the axis of the yoke shaft 3|. The secondary counterweights 52 are located in between the primary counterweights B at an angle of degrees, this arrangement provides an equal spacing in degrees of four counterweight balls as relates to the yoke block Y. The secondary weights 52 move to and from each other and to and from the center line 45 of the frame member O. The primary weights B do not move to and from each other in any movement but move only as a single unit angularly to and from or in relation as it were to an angle with the center line 45. r Y

Gears 54, 55 and 55 are fastened to their respective shafts 51 and K and are duplicated in the yoke block L.

Springs 58 are mounted on each side of the arms 53 of weights 52 and serve to draw those weights toward each other. Gears 54 and 55 intermesh with each other and are fixed on their respective shafts 5l and thus coordinate the movements of the balls 52 with each other. Gears 54 engage gears 56 which latter are fixed to the transverse shaft K on which are xed the arms which carry the primary balls B.

The spring S mounted as hereinbefore described at the outer end of the yoke shaft 3| normally acts to draw the vsaid shaft 3| to parallel positions with the drive shaft D. In Figs. 7 and 8 the Vsprings 58 act to coordinate with the afore mentioned spring S in an operation of the apparatus to hold the yoke shaft 3| and its supported wobbler W into neutral or idling position as relates to the driving function or service of power delivery.

The double sets of counterweights as herein provided result in a more efficient operation than when only the prima-ry or single set oicounterweg-lflts aref'used'.

'Thislcase i's distinguished' somewhat from other sim-ilardevices sinceall the counterweights move to and' fromA their' positions in a single general direction transversely about the king pin shaft K and the axis of the yoke shaft 3l.. This movementi'sobtained! the parallelisms of shafts 5l' with the kingpin shaft K, as hereinbefore described.

9 showsa suggestion for an alternate system of the conversion of power put into shaft D to the pumping of a fluid, the pressure and' rate of flow being proportional to the power produced thereby. The apparatus shown indicates the rodsv Cy work` the pistons 63 into cylinders 6| connected to suitable ducts and valves and other suitable hydraulic receiving mechanism for converting flowingv fluid' under pressure into power.

The connecting rods extend from their connections from the wobble member W back to the region'` of the rear axle AA and A and are connected by sockets J to ball connections T to arms V of balanced' rotating shells X. The shells X are held by frame mechanism (not shown) to prevent longitudinal movement along the axle shaft. The axle shaft here shown is in two sections A and A'. The section A is provided with a pilot end 28, see Fig. 2, which enters into a bushing 28' in the end of the axle shaft A.

The axle sections A and A are mounted inside of vsleeve sections I8 and IQ which are adapted to be slid endwise along the axle shafts. These sleeves are provided with flanges 2| which are engaged by a clasp 29 to hold the sleeves to move as a single unit under the control of the clasp which is hinged to a pin 22 in the frame structure (not shown). The clasp is connected by a rod 23 which extends to a lever stand 24, see Fig. 4, in reach of the operator whereby he moves the sleeves I8 and I9 to neutral, forward or reverse positions of drive of the ratchets which effect the rotation of the shafts A and A.

The position of the parts are shown in section of Figs. l and 2 in the neutral position where the ratchets are not engaged to move the axles A and A. There are portions of projections 25 on the sleeve which are notched and are adapted to slide into notches 65, indicated by dotted lines in Fig. 2, of ratchet cams R and R'.

There are a double set of ratchet cams or blocks R, one set in each of the shells X and are composed of roller ratchet cams R and R' separated by a neutral block ring 65. This ring 65 is opposite the portion of 25 on the sleeve I8 as shown in the figure which is the neutral position wherein the ratchets move but do not drive the shafts regardless of whether the ratchets R and R' are moving under influence of the wobble member. Rollers Q wedge between R and X for one direction of rotation, and fioat loosely for the other direction of rotation. The ratchets revolve the axle only when the sleeves I8 and I9 are moved either from the neutral position as indicated in Fig. 2. The ratchet R engages and drives forward and the ratchet R drives backward by the reverse position of the ratchet cams as is the common arrangement of roller ratchets.

The sleeves i8 and l?, are provided with splines i8 and lil', see Fig. 2, which engage corresponding splines of the shafts A and A.

The oscillation or wobble action of the wobble member W at all times acts on the ratchets to move them but the revolutions of the axles A and A are controlled by the position of the sliding I8 and I9= under the control of the operator by lever 24- as= described.

'I'he deviceor mechanism herein described ophicle or the mechanism for converting torque in power transmission starts his power input shaft D and in the case of a motor vehiclauntil the speed of that shaft goes above the ordinary idling speed of the engine, the spring control of the angularity of the yoke prevents the counterweight balls from enlarging the angle and thus while the yoke and its connections will revolve, the wobble member will not oscillate because of the position of the shaft on the yoke substantially coinciding with the axle of the drive shaft. Thus no oscillation will take place of the wobble plate W.

However when the speed of the drive shaft D goes above a predeterminedor the idling speed, the centrifugal forces on the counterweights B and 52 will increase the angle SB from substantially zero, depending on the speed of the drive shaft, to any intermediate angle between Zero and the stops I as before described, and thus the wobble plate will be made to oscillate in varying amplitudes depending on the speed of the drive shaft and the centrifugal force of the counterweights overcoming the tension of the spring control of the angle Bil. When lthe ratchet members are in gear to drive the axle shaft the vehicle will then move under the power transmitted thru the wobble member.

When the travel resistance c-f the vehicle or resistance of any kind to the rotation of the axles A and A exists, this resistance will tend to reduce the oscillation amplitude of the wobble plate, and this in turn will tend to lessen the angularity of the angle which then automatically allows the drive shaft to have a greater purchase or leverage to overcome the moving resistance of the axles and thus automatically, as it were, bring about what amounts to a gear shift of the ordinary automobile drive mechanisms. However as the operator Wishes to increase the power applied to the shaft D and keep up and overcome the increased resistance without slowing down the vehicle he then gives the engine or the unit of power D more energy by added gas or steam as the case may be to the engine.

The variations of the angle El) in the mechanism arranged as described herein allows a change of speed of the driving axle from Zero to any maximum, within the limits of the power of the shaft D, by continuous change of speed with no altera.- tion or shifting of mechanisms step by step as is the case with the gear shifting torque changing devices.

However an operator may set the amount of the angle 60 for speed changes when he may wish to arrive at by means of the mechanism manually or electrically controlled as herein described.

What I claim is:

1. In a mechanism of the class described, a power input drive shaft, a transverse bearing fixed at the end thereof the axis of which intersects the central axis of said drive shaft, a transverse shaft mounted in said bearing, a yoke mounted cn said transverse shaft and adapted to move angularly thereabout, said yoke provided with a shaft extension on one side thereof arranged at right angles tothe said transverse shaft on which said yoke is mounted and adapted to carry and revolve within a Wabbler member, and a wabbler member mounted thereon, said wabbler member adapted to wabble but restrained against revolutions by a suitable connection to the frame member of the mechanism, said yoke provided with counterweights thereon on the opposite side of said yoke from that of the said shaft carried by the said yoke, said wabble member having connected thereto reciprocating members suitably connected for transmitting motion to a power receiving mechanism.

2. In an apparatus of the class described, a power unit driving shaft, a transverse bearing mounted across the end of said shaft at right angles thereto the axis of which bearing intersects the axis of said driving shaft, a transverse shaft mounted in said transverse bearing, a yoke block xed on said transverse shaft, a yoke shaft mounted on one end of said yoke block and aligned to intersect the axis of said transverse shaft and the axis of said drive shaft and adapted to support and revolve within a wobbler member, a wobbler member mounted on said yoke shaft, means for holding said wobbler member from rotating, counter balancing weight balls in two sets of two balls each connected to said yoke block on the side opposite the said yoke shaft, and astride and asunder the axis of said yoke shaft,

the sets of balls mounted 180 degrees from each other and around the said axis of said yoke shaft and the balls of either set being in the same plane as the balls of that set, one set of said balls being the primary set carried by arms fixed to the said yoke block and held in fixed position asunder from each other straddling the axis of said yoke shaft, the other set of balls, being the secondary set, mounted asunder from each other and asunder from said yoke shaft axis and mounted on arms fixed to cross shafts in said yoke block, said cross shafts arranged in said yoke block in parallel relation to the said transverse shaft in said yoke block, the said cross shafts connected by gearing to the said transverse shafts whereby rotation of either shaft causes the transverse shaft and the cross shafts to move simultaneously, gearing connecting the two cross shafts together whereby the rotation of .those shafts moves the secondary counter weights supported by those cross shafts to move to and from each other and directly to and from the axis of said yoke shaft, springs connected across to the arms of said secondary balls arranged to draw that set of balls toward each other, a spring connected at the outer end of the said yoke shaft acting to hold said yoke shaft in line toward the axis of said drive shaft; in combination with means connected with said Wobbler member for converting wobbler motion to that of rotating motion.

WALDO DEAN WATERMAN. 

